Engine-valve construction



July l, 1930. f A'. c. F. LUKE ETL 1,768,618 l ENGINE vALvE CONSTRUCTION l Fi1Gd`ApIl 23, 1928 -2 sheets-Sheet l I as z 27 l /EL l a?. nya/27. N I a?. afe. le;

// MMM) July l, y1930. A. c. F. LUKE ET AL 1,768,618 ENGIN VALVE CONSTRUCTION I i Filed April 25, 1928 2 Sheets-Sheet 2 'IIA INVENT`0Q. v

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ATTQRNEM form of the invention.

Patentedy Julyy 1, 1930 UNITEDSTATES PATENT oFF'lcEf ARTHUR cEARLEs EREDERICR LUKE AND MARGUERITE vIoLET LUKE, or MONTREAL,

- QUEBEC, CANADA ENGINE-'ivALvE 'l Applicationl filed April 23,`

The invention relates to engine valve construction, as describedin thepresent specication and illustrated in the accompanying drawings that form part ofthe same.

The invention consists essentially of the novel features of construction pointedout broadly and specifically in theclaiin"v for novelty following a description containing an explanation in detail of any acceptable The objects of 'the' invention are Y to eliminate.` the complications in the assembly vof sleeve valve and in their operation insure the maintenance of gas tight joints; toy increase the efliciency and in factto bring the engine,

and particularly the internal combustion engine, u to a highstandard'of excellence, by simpli 'yingthe features of construction, reducing the costsof production and enabling` the manufacturer to use metals of the same 7 or different coeflicients of expansion, thus making the use of aluminium `or such like metal` advantageous in the construction of the engine blocks for certain types ofengines; to furnish to the public and particul line .12-12 in Figure 9.

cal vsectional detail larly to the motor trade an expanding sleeve Vvalve that will automatically adjust vitself to the varying conditions regarding temperature during the continuous operation of the engine and avoid yany leakage of gas, such as at any time may occur where the sleeve and the cylinder are both of predetermined and permanent diametrical dimensions in relation to one another; toL facilitate lthe assembling of the parts of an internal combustion engine of the` sleeve valvev type and the adjusting of the operating parts; and generally to provide a .durable tight and serviceable construction in sleeve valve enf gines.A

Infthe drawings, Figure 1 is a vertical lsectional view of a sleeve valve engine, showing this particular type ofk sleeve valve.

Figure 2 is a perspective detail of the sleeve removed from the engine cylinder.

Figure 3 is across sectional view on `the line V3 3 in Figure'2. Figure l is a cross line 1- .4 in Figure 2. 1

Figure 5 is a diagrammatic View showing right angles to showing the use of sectional view on the CONSTRUCTION 192s.- seriai N6. 272,141.

Figure 6 is a diagrammatic view showing the interlocking lugs of the sleeve valve practically in the same position as in Figure `5, and at theend of the ,compression stroke.

Figure is a diagrammatic view showing bein evidence. i f

' Figure 8 is a diagrammatic' view showing p the relative positions of the interlocking lugs during the operation ofthe engine'at` the full expansion'of thefsleeve valve. A i

'the relative positions of the interlocking lugs l of the sleeve valve at .the end of van eXplosion'stroke, 'and in whichV 'expansion Vbegins tov vFigure 9 is aV vertical' Vsectional view of f the engine, showing amodied form of the 'split sleeve valve.

` Figure 10 is a vertical sectional view at the section illustrated vin Fsure). y '3. 'i'

Figure 11 is ja perspective" detail of the sleeve. valve illustrated 'in Figure Figure 12 is a crosssectional view on the AFigure 13 Lis a verti an expansion lring kin spreading the sleeve valve. 'Figure 14 is a perspective detail, showing a modified vform of the sleeve valve and illustrating the same with two splits in place ofV one. Figure 15 is a detail of the split'.y i

Likel numerals of reference indicate corresponding parts in the various figures.

Referring to the drawings, the engine cylinder, indicated by the numeral 20 is formed at the upper end with the" exhaust port 21 and the inlet port 22 as wellas an opening for the ignition plugl 23.

The sleeve 24 having the port 25'adapted to register respectively. with the ports 2 1 fand 22 is formed with va zig-zag longitudinal split'26, and this split forms the ini terlocking lugs 27 and 28 on either side of the split respectively.

The 4split is preferably diametrically' opposite toV the `operating lug 29,"and is se-v curedto lor, forms part with the said sleeve 24 at its lowerhend and-falso ,diainet ricallyV opposite to the port and another port 30 for lower exhaust if required, a registering port 31 for the port 30 being also shown in the cylinder 20 though this is optional.

The lugs 27 and 28 are shown as of rec` tangular shape fitting snugly from side to side between one another, so that ample opportunity is given for expansion and contraction.

The sleeve is shown as being operated through the connecting rod 32 pivotally secured to the lug 29 at its upperend and to the crank 33 at its lower end, this crank being operated from the engine crank shaft. In the operation of this form of the in,- vention the sleeve is inserted in the cylinder and joined up to its operating menibers and moves upwardly and downwardly to open and close the exhaust and inlet ports, and inthisconnection it may be pointed out that this is a single sleeve engine, with a straight up and down motion, which is made possible by the expansion ofthe sleeve during the'running lof the engine. Just so soon as the engine gets well started the sleeve begins to; expand and naturally at the point lof least resistance, namely the split, the metal springs or spreads, which is tantamount to increasing the pressure of the sleeve on to the cylinder wall. That is .to say, the tendency of the sleeve, because of the split isto straighten outl and this straightening out effect'is accountable for the great pressure on the wall, as the teniperature within the cylinder increases as the piston therein continues toV reciprocate. lt will be seen that notwithstanding the split thev naturalv expansion. of the metal will effectually close up all possible passages for the gas, so that in any stroke of the piston Vor the sleeve there is no chance of the leal;-

age ofV gas from lug to lug throughoutthe split, consequently without furthercomplh fr simply by taking advantage of the natural i ference is that the sleeve 34 is mounted in expansion of the metal.

In'Figures 9, 10, 11 and 12, the only difthe head 35 of the engine cylinder 36.

The'` cylinder vhead converges to a horizontal cylindrical valve chamber in which the sleeve 34 slides, Vbringing its port 38 on the one side into register with the 'inlet port 39 on the one hand through the cylinder heador the adjacent exhaust port 40.

vThe port 41 diametrically opposite Jthe ports 39 and 40 is continually in register vwith the port 42 leading from the cylinder 36 into they head 35.

The sleeve 34 is split longitudinally in the y zig-zag line of split 43 forming'the inter- Q locking lugs 44 and 45 preferably of rectangular shape, Ythough they may be of any shape desire The sleeve 34 is operated by sleeve rod 46, secured to the radially extending arm 27. This rod 46 extends through the gland 49 and is operated by suitable cam or crank mechanism.

In the operation of Vthis forni of the invention the sleeve 34 is reciprocated in the head A35, bringing the port 33 in register with the port 39, at the beginning of the suction stroke of the piston 50, which operates in the cylinder 33, and in register with theexhaust port at the beginning of the exhaust stroke in between the inlet and exhaust ports 38 being closed at the beginning and during the compression stroke.

The sleeve 34 expands' as explained hereinbefore in `relation to the sleeve 24 and engages the wall of the sleeve valve chamber cilitates the expansion of the sleeve 51 against a cylinder wall.V

The .sleeve 51 is longitudinally split at 53, the same as the sleeves already described,

and this split has a tendency to widen with lthe expansion of the ring 52, and in this' tendency to widen it'engages the wallof the cylinder in which it may be enclosed In Figure 14 still another slight modification is shown in Vwhich the sleeve 54 is split at diametrically opposite sides showing the split'51, longitudinally ruiming through the sleeve at one side and the split 56 longitud1- nally running through the sleeve on the other side. These splits forni interlocking lugs in precisely the saine manner as in all the other f. forms,` these lugs being of any shape desired.

In all of the sleeves oiling grooves may, be made asis thought advisable. These grooves may run in any direction and fur-' thermore portions of the bearing surface may be removed for lubrication or other purposes. Then again slots may be made to accommodate the spark plugs, and vari` ous changes in shape and form may occur in regard to the invention without departing from the spirit thereof.

In all of the forms shown a gas tight joint;V

pansion rings Vindependently of the piston rings contained in the grooves of the piston operating in the sleeve.

What We claim as our invention is In engine valvey construction, a sleeve formed of two parts having longitudinal edges forming zig zag split-s,- and suitable ports, and at the ends ring recesses and eX- pansion rings in said recesses.

Signed at Montreal, Ganadm'this 11th day of April, 1928.l

ARTHUR CHARLES FREDERICK LUKE. MARGUERITE VIOLET LUKE. 

